Internal combustion engine

ABSTRACT

In an engine, blow-by is substantially eliminated and friction is significantly reduced using one or more combinations of non-metallic rings. By substantially eliminating blow-by and by reducing friction, certain engine parameters may be changed. In addition, by substantially eliminating blow-by and by reducing friction, pollution may be reduced, fuel economy may be increased and power may be increased.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims the benefit of U.S. Provisional Application No.60/764,429, filed Feb. 1, 2006, entitled “Engine,” which is incorporatedherein by reference.

FIELD OF THE INVENTION

The present invention relates generally to engines including, forexample, internal combustion engines used in automobiles.

BACKGROUND OF THE INVENTION

Environmental pollution is one of the most-discussed issues in the worldtoday. Pollution and greenhouse gases have been blamed for causingclimate change, health problems and natural disasters, such ashurricanes and flooding.

Two of the largest causes of environmental pollution and greenhousegases are the automotive industry and the power industry, both of whichburn fossil fuels in internal combustion engines. Engines for cars,trucks, airplanes, trains, ships, boats, buses, motorcycles, mopeds,snowmobiles, chainsaws and lawnmowers (among others) spew pollution andgreenhouse gases into the environment. Power plants use engines thatburn fossil fuels such as natural gas, diesel and coal, which produceadditional pollution and greenhouse gases.

The concerns relating to pollution and greenhouse gases are expected toincrease as emerging countries, such as China and India, continue theireconomic development. The total number of internal combustion enginesthat burn fossil fuels is only expected to increase. The manner in whichpollution and greenhouse gases is regulated, generally, varies fromcountry-to-country. The degree of enforcement of such regulations also,generally, varies from country-to-country. However, there are no strictboundaries associated with the spreading of pollution and greenhousegases. Accordingly, at present, there is no practical solution to solvethis global problem.

Alternative fuels, such as hydrogen and ethanol, have been proposed toreduce pollution and/or greenhouse gases. Automobiles powered byhydrogen-based fuel cell technology are expected to be completelypollution free. However, with respect to hydrogen, the infrastructurefor a so-called hydrogen-based economy is not yet available. Forexample, hydrogen-based filling stations are not widely-available.Furthermore, there is no low-cost method for producing and storinghydrogen in large volumes.

If automobile engines used only ethanol as their fuel, pollution wouldbe reduced, since ethanol is a clean-burning fuel. However, carbondioxide, which is a greenhouse gas, would still be produced. Dependingupon the design of an ethanol-burning engine (e.g., the compressionratio and, correspondingly, the temperature inside the engine), othergreenhouse gases (e.g., oxides of nitrogen) might still be produced.

Furthermore, techniques are not available to supply enough ethanol tosustain an ethanol-based fuel economy. In fact, there is an insufficientcapacity to produce ethanol to supply the world with a mixture of morethan 10% of ethanol with other engine fuels.

Efforts have been made to reduce pollution caused by internal combustionengines that use fossil fuels. For example, catalytic converters havebeen used in combination with internal combustion engines in an attemptto burn-away hydrocarbons that remain unburned in the internalcombustion engine. To explain certain problems associated with enginesthat use catalytic converters, reference is made to FIG. 1.

FIG. 1 is a simplified block diagram of a system 100 that includes aninternal combustion engine 110, an air supply 120, a fuel supply 130, acarburetor/fuel injector 140, a drive shaft 150, a catalytic converter160, an air blower 170 and a PCV valve 180. Ambient air is drawn fromthe environment through the air supply 120 and is mixed with fuelsupplied by the fuel supply 130. The air-fuel mixture is then deliveredto the internal combustion engine 110 via a carburetor or fuel injector140.

Through well-known techniques, a combustion process occurs, wherebychemical energy is converted over a number of steps to mechanical energythat is used to turn the drive shaft (e.g., chemical energy to heatenergy, heat energy into kinetic energy, and kinetic energy tomechanical energy and, in the case of power plants, mechanical energy toelectrical energy). Because of incomplete combustion, unburnedhydrocarbons and carbon monoxide are present in the engine 110. Insteadof expelling these pollutants into the environment, the unburnedhydrocarbons and carbon monoxide are delivered to a catalytic converter160 (in some cases, multiple catalytic converters), so a large portionof such unburned hydrocarbons and carbon monoxide are burned beforeexhausting the remainder into the environment.

In order to burn such unburned hydrocarbons, an air blower 170 is usedto introduce ambient air, which has not been subjected to the combustionprocess in the internal combustion engine. The ambient air includes twomajor gases, nitrogen and oxygen. The oxygen from the ambient air isused as a catalyst to burn the unburned hydrocarbons. However, because(in part) of the inhibiting affects of nitrogen (which is itself a fireretardant, often used in fire extinguishers), platinum is used in thecatalytic converter as a catalyst for oxygen. Platinum increases thecatalytic affect of oxygen to increase the temperature in the catalyticconverter 160 to sufficient levels to complete the burning of mostunburned hydrocarbons and carbon monoxide.

A significant problem with raising the temperature to such levels (e.g.,above about 1850 degrees Fahrenheit) is that compounds of oxygen unitewith various compounds of nitrogen to form various oxides of nitrogen,collectively known as NOx. NOx is thought to include greenhouse gases,which are believed to contribute to global warming. In fact, somebelieve that NOx is three hundred times more potent a greenhouse gasthan carbon dioxide.

The inventor has recognized that NOx could be significantly reduced if atechnique were available to reduce or eliminate the nitrogen beingintroduced into the catalytic converter 160 by the air blower 170. Theinventor has also recognized that the amount of unburned hydrocarbonscould be significantly reduced if a technique were available to reduceor eliminate the nitrogen being introduced into the internal combustionchamber of the internal combustion engine 110.

As can be seen from FIG. 1, the unburned hydrocarbons exiting theinternal combustion engine 110 represent chemical energy that has beenunconverted into heat energy. Once the unburned hydrocarbons aredelivered to the catalytic converter, they are converted into heatenergy. However, such heat energy is not converted into kinetic energyand, therefore, cannot be converted into mechanical energy (or,ultimately, electric energy in the case of a power plant). In otherwords, no useful work is performed by the unburned hydrocarbons withrespect to powering the drive shaft 150. The inventor has recognizedthat the amount of useful work associated with powering the drive shaft150 can be increased if a technique were available to more completelyburn a higher percentage of the fuel in the combustion chamber of theinternal combustion engine 110, so that significantly less unburnedhydrocarbons were expelled from the combustion chamber of the internalcombustion engine 110.

Referring still to FIG. 1, unused heat energy is also delivered from thecombustion chamber of the internal combustion engine 110 to thecatalytic converter 160—the greater the percentage of unburnedhydrocarbons, the greater the percentage of waste heat (i.e., heat thatis not converted into mechanical energy). The inventor has recognizedthat the amount of useful work associated with powering the drive shaft150 can be increased if a technique were available to more completelyburn a higher percentage of the fuel in the combustion chamber of theinternal combustion engine 110, thereby reducing the amount of wasteheat expelled from the combustion chamber of the internal combustionengine 110.

In addition, waste heat is absorbed by the internal components of thecombustion chamber (e.g., the heads, the pistons, the exhaust valve, theintake valve, the cylinder walls, etc.) of the internal combustionengine. The inventor has recognized that the amount of useful workassociated with powering the drive shaft 150 can be increased if atechnique were available to recover the potential energy associated withthe waste heat absorbed by the internal components of the combustionchamber of the internal combustion engine 110.

FIG. 2 is a simplified and enlarged cross-sectional view of a portion ofa conventional internal combustion engine 200 illustrating an engineblock 210, a cylinder 212, a head assembly 214, a combustion chamber216, a piston 218 (including a head portion 220 and a skirt 222), a rod224, a wrist pin 226, a first metallic compression ring 230, a secondmetallic compression ring 238, a metallic oil ring 239, an intakemanifold 242, an exhaust manifold 244, an intake valve 246, an exhaustvalve 248 and a spark plug 250. FIG. 3 is a cross-sectional view takenalong line 3-3 of FIG. 2, which illustrates a cross-section of thepiston 218, wrist pin 226 and rod 224. FIG. 4 is a magnified view of aportion of FIG. 3, which illustrates the first metallic compression ring230 and the second metallic compression ring 238, without showing itsmetallic oil ring 239. FIG. 5 is a diagrammatic representation of pistonpositions inside a cylinder of a conventional four-stroke engine andassociated valve positions.

The operation of internal combustion engine 200 is well-known and,therefore, will only be briefly described. With reference to FIGS. 2-5,the piston 218 starts at top dead center. Top dead center is theposition of the piston shown in FIG. 2, without regard to the opening orclosing of the intake valve 246 or the exhaust valve 248.

The suction stroke begins when the piston 218 moves downwardly as a cam(not shown) simultaneously opens the intake valve 246 (with the exhaustvalve 248 closed), so that the air/fuel mixture is drawn into thecylinder 212 by the suction created by movement of the piston 218 (seeFIG. 5). Once the piston 218 reaches bottom dead center, the intakevalve 246 is closed and the exhaust valve 248 remains closed, therebyending the suction stroke and beginning the compression stroke.

During the compression stroke, the piston 218 moves upwardly, therebycompressing the air/fuel mixture. The compression stroke ends and thepower stroke begins when the piston 218 reaches top dead center, againwith both the intake valve 246 and the exhaust valve 248 closed.

During the power stroke, the spark plug 250 fires, which ignites thefuel and creates the energy sufficient to thrust the piston 218downward. The power stroke ends and the exhaust stroke begins when thepiston 218 reaches bottom dead center.

During the exhaust stroke, a cam (not shown) is used to open the exhaustvalve 248, when the piston 218 is at bottom dead center. As the piston218 moves upwardly, products of combustion are pushed out of thecylinder (past the exhaust valve 248) and into the exhaust manifold 244.Ultimately, after the piston has reached top dead center (i.e., the endof the exhaust stroke), most of the products of combustion are deliveredto a catalytic converter 160 (see FIG. 1), where a second combustiontakes place, during which attempts are made to burn the unburnedhydrocarbons.

The exhaust stroke ends when the piston 218 is at top dead center andthe exhaust valve 248 is closed and the intake valve 246 issimultaneously opened. The 4-cycle process is complete and the processbegins again with the next suction stroke.

As seen in FIG. 4, the first metallic compression ring 230 is located infirst annular groove 228 in the piston 218 and the second metalliccompression ring 238 is located in second annular groove 236 in thepiston 218. The first and second metallic compression rings 230, 238each extend beyond the outer diameter of the piston and are designed tocontact the cylinder wall 212 (see FIG. 2).

Because of temperature changes in cylinder 212, the first and secondmetallic rings 230, 238 are made of spring steel that is designed toexpand and contract. The first and second metallic rings 230, 238 eachinclude a gap 252, as shown in FIG. 6. The gap 252 closes as thetemperature inside the cylinder 212 increases. Conversely, the gap 252opens as the temperature inside the cylinder 212 decreases. Morespecifically, when the piston 218 is heated and expands, the first andsecond metallic rings 230, 238 are forced against the cylinder wall 212,which squeezes the spring steel, thereby reducing the size of the gap252.

The first and second metallic rings 230, 238 each have a height 254, 256(respectively). Because the height of the first metallic ring 230expands due to the heat in the cylinder 212, the first metallic ring 230is not tightly seated in the first annular groove 228. (Likewise, thesecond metallic ring 238 is not tightly seated in the second annulargroove 236.) Accordingly, some tolerance (not shown) is provided betweenthe height of the first annular groove 228 and the height of the firstmetallic ring 230. If sufficient tolerance were not provided, thefriction between the upper/lower surfaces of the first metallic ring 230and the corresponding surfaces of the first annular groove 228 wouldprevent the gap 252 of the first metallic ring 230 from closing athigher temperatures. Therefore, the friction between the metallic ring230 and the cylinder wall 212 would increase, causing the engine tocease (not unlike what would occur if the engine lost its engine coolantor engine oil).

The tolerance between the first metallic ring 230 and the first annulargroove 228 (and, likewise, the tolerance between the second metallicring 238 and the second annular groove 236) allows for blow-by, whichcauses a number of problems each of which damage the engine. Forexample, during the suction stroke, blow-by of the air/fuel mixturethrough the gap between the piston 218 and the cylinder wall 212 intothe crankcase (not shown, but below the piston 218) both reduces thevolumetric efficiency of the engine (thereby reducing fuel economy) andgives rise to the need of a PCV valve 180 (see FIG. 1) to extract oiland fuel vapors from the crankcase.

During the compression stroke, hydrocarbons (such as oil vapors and fuelvapors) are drawn up from the crankcase into the combustion chamberafter blowing-by the first metallic compression ring and the secondmetallic compression ring 230, 238. The oil in the crankcase is designedto lubricate the cylinder wall 212, while resisting combustion.Accordingly, oil vapors similarly are designed to resist combustion,whereas fuel vapors are designed to burn. Unfortunately, the oil vaporsare mixed with the air/fuel mixture that is being prepared forcombustion during the compression stroke. Some of the oil vapors becomeattached to the internal components of the combustion chamber (e.g., thepiston head 220, bottom of the intake valve 246, the bottom of theexhaust valve 248, the spark plug 250, etc.). In addition, some of theoil vapors become affixed to the first and second compression rings 230,238.

During the power stroke, the oil vapors that are mixed with the air/fuelmixture result in incomplete combustion. Specifically, the portion ofthe air/fuel mixture that does not burn leads to the production ofunburned hydrocarbons, among other things. Similarly, the portion of theoil vapors that does not burn also leads to the production of unburnedhydrocarbons, among other things. Because the oil vapors are notdesigned to burn, they interfere with the efficient movement of theflame front, which leads to further incomplete combustion of theair/fuel mixture causing even more unburned hydrocarbons and a reductionin kinetic energy.

Still during the power stroke, some unburned hydrocarbons and unburnedair/fuel mixture are blown-by the rings into the crankcase causingadditional oil vapors, while other unburned hydrocarbons become attachedto the first and second metallic rings 230, 238 before they can reachthe crankcase. Because the temperature of the unburned hydrocarbons andthe air/fuel mixture is high relative to the temperature during thesuction stroke, the amount of oil vapors that is produced during thepower stroke is generally greater than the amount of oil vapors producedduring the suction stroke. This gives rise to a greater need for a PCVvalve 180. It should also be noted that unburned hydrocarbons can alsobecome attached to the piston head 220 and the cylinder walls 212 duringthe power stroke.

During the exhaust stroke, oil vapors and fuel vapors are drawn up fromthe crankcase by the rising piston 218. Some of the oil vapors attachthemselves to the first and second metallic compression rings 230, 238and to the first and second annular grooves 228, 236. Other oil vaporsblow-by the rings on their way into the combustion chamber 216 and,along with unburned hydrocarbons (i.e., those hydrocarbons that havebeen exposed to the combustion process), become attached to the internalcomponents of the engine including the cylinder wall 212, the pistonhead 220, bottom of the intake valve 246, the bottom of the exhaustvalve 248, the bottom of the head assembly 214, the spark plug 250, thevalve seat of the exhaust valve and the exhaust manifold 244 (and, ifpresent, fuel injectors). Because the oil vapors and unburnedhydrocarbons are not evenly distributed on the seat of the exhaustvalve, the exhaust valve 248 may leak.

As a result of the oil vapors and unburned hydrocarbons sticking to theinternal components of the engine, along with heat radiating from theexhaust valve 248, problems may be caused such as pre-ignition,dieseling, knock, ping, and shockwaves, resulting in additional blow-byand damage to the engine. Ultimately, this results in reduced fueleconomy, reduced power, increased pollution, increased engine wear andthe need for increased maintenance.

Blow-by also causes other problems in the engine. Because the chemistryof the unburned hydrocarbons is equal to sand and glass in itsabrasiveness, when the unburned hydrocarbons mix with the oil in thecrank case, the viscosity of the oil is broken down. Instead of the oillubricating moving parts of the engine, the oil becomes a medium fortransporting the unburned hydrocarbons to the moving parts, therebycreating excessive wear of such moving parts.

The unburned hydrocarbons in the oil and the unburned hydrocarbons onthe cylinder wall 212 may also plug-up the orifices of the oil ring 239(see FIG. 3), thereby rendering the oil ring 239 inoperable. Therefore,the oil ring 239 is unable to deliver a sufficient amount of oil throughat least some of its orifices to locations along the cylinder wall 212.At such locations, the metal-to-metal contact between the skirt 222 ofthe piston 218 may cause scoring of the cylinder wall 212 or cause wearof the skirt 222 of the piston 218 (resulting, for example, in pistonslap). Furthermore, the metal-to-metal contact between the first andsecond metallic compression rings 230, 238 and the cylinder wall 212 atsuch locations may cause wearing of the first and second metalliccompression rings 230, 238, scoring of the cylinder wall 212 or ceasingof the engine. The scoring of the cylinder wall 212, the wearing of theskirt 222 of the piston 218 and the wearing of the first and secondmetallic compression rings 230, 238, all result in further blow-by.

Furthermore, the unburned hydrocarbons that are attached to the firstand second metallic compression rings 230, 238 and that are lodged inthe first and second annular grooves 228, 236, reduce the effectivenessof the first and second metallic compression rings 230, 238 (e.g.,requiring a ring job), since they cannot open and close their gaps 252properly. Therefore, the first and second metallic compression rings230, 238 may break, wear, or cause scoring of the cylinder wall 212.Accordingly, blow-by is increased, thereby further exacerbating theproblem and accelerating the demise of the engine.

The inventor of the present invention has recognized that fuelefficiency will be increased, power will be increased, pollution will bereduced, engine life will be lengthened, maintenance costs will bereduced, and superfluous parts can be eliminated (e.g., catalyticconverter 160, air blower 170, PCV valve 180 and the sensors andcomputing power associated with the regulation of such items, therebyreducing the cost and the weight of the engine and saving space), if atechnique were available to reduce or eliminate blow-by.

Because engines similar to the one shown in FIGS. 2-6 use first andsecond metallic compression rings which engage the cylinder wall, thedesign of such engines is limited due to the contact area between themetal rings and the cylinder wall. For example, friction isexponentially increased as the diameter of the cylinder is increased,since the contact area between the metal rings and the cylinder wall isexponentially increased. Also, the likelihood and amount of blow-by willincrease (as will the likelihood of the problems associated withblow-by, discussed above), since the area in which blow-by may occur isalso exponentially increased when the diameter of the cylinder isincreased. Furthermore, as the length of the stroke of the piston insidethe cylinder is increased, the friction between the metal rings and thecylinder wall will exponentially increase, since the contact areabetween the metal rings and cylinder wall exponentially increases.

In order to reduce the friction and blow-by in each individual cylinder,cylinder sizes and stroke lengths are designed to be relatively small.However, in order to increase the amount of power associated with eachindividual cylinder, the average velocity of the piston (per stroke)inside of the cylinder must be correspondingly increased. As aconsequence of increasing the average velocity of the piston, the amountof friction per unit time increases and the temperature increases(giving rise to possibility of the formation of oxides of nitrogen,which forces the engine designer to reduce the compression ratio byengine redesign).

Furthermore, in order to provide sufficient power for the engine as awhole, a larger number of cylinders is required, thereby increasing thenumber of component parts, increasing the space required for such parts,increasing the weight (which reduces fuel economy), increasing themaintenance and increasing the cost. Even further, the increased numberof cylinders increases the collective amount of friction, the collectiveamount of heat loss and the collective amount of blow-by (and theirassociated problems, discussed above).

The inventor of the present invention has recognized that it would bebeneficial to provide an engine that maintained or increased the amountof power per cylinder while decreasing the average velocity of thepiston (per stroke) inside of the cylinder, so that the total number ofcylinders could be reduced, the number of component parts could bereduced, the collective space required could be reduced, the weightcould be reduced, the fuel economy could be increased, the collectiveamount of maintenance could be reduced, the relative cost could bereduced, the collective amount of friction could be reduced, thecollective amount of heat loss could be reduced, the collective amountof blow-by (and its associated problems, discussed above) could bereduced and the collective amount of pollution could be reduced.

In the 1970's and 1980's, in an effort to reduce blow-by, the inventorof the present invention researched, developed and tested an internalcombustion engine. More specifically, the inventor modified an existingChevrolet V-8 engine and incorporated his technology. Although featuresof the inventor's modified engine are described below, the inventor doesnot necessarily admit that such engine is “prior art,” as such term islegally defined.

The inventor's modified engine differed from the internal combustionengine discussed in FIGS. 2-6. Specifically, instead of having a secondmetallic compression ring 238 of FIGS. 2-4, a non-metallic ring assembly738 (shown in FIG. 7) was used. Neither the first metallic compressionring 230, nor the oil ring 239 was replaced. In addition, the cylinderwas slightly bored-out (approximately 0.060 inch) and had a smooth,mirror-like finish.

FIG. 7 is a simplified, enlarged and exaggerated diagrammaticrepresentation of a portion of a cylinder wall 712, a portion of apiston 218, a gap 232 between the cylinder wall 712 and the piston 218,an annular groove 736 and a non-metallic ring assembly 738. Thenon-metallic ring assembly 738 includes a generally T-shaped (incross-section) Rulon ring 740 and a Viton O-Ring 742.

The Rulon ring 740 has a front 744, which contacts the cylinder wall 712as the bearing area, and a back 746 which is that surface furthest fromthe cylinder wall 712. The height of the back 746 of the Rulon ring 740is approximately twice the height of the front 744 of the Rulon ring740.

The Viton O-Ring 742 operates as a spring against the Rulon ring 740 andpre-loads the Rulon ring 740 against the cylinder wall 712. The VitonO-Ring 742 sits in the area between the back 746 of the Rulon ring 740and the back 748 of the annular groove 736. When heated and underpressure, the Viton O-Ring 742 acts hydrostatically.

A system pressure (either positive or negative, depending on the strokeof the engine) is created in the gap 232 between the cylinder wall 712and the piston 218. The bearing pressure associated with the pre-load issufficient to direct the system pressure between the back 746 of theRulon ring 740 and the back 748 of the annular groove 736, taking thepath of least resistance.

The Viton O-Ring 742, acting hydrostatically, moves to the top or bottomof the Rulon ring (depending on whether the system pressure is positiveor negative) and operates as a check valve to prevent the systempressure from flowing thereby. Thus, the Viton O-Ring 742 prevents anyblow-by behind the non-metallic ring assembly 738 (through the annulargroove 736) into the crankcase or the combustion chamber 216, dependingupon whether the system pressure is positive or negative.

The moments of force associated with the system pressure are directed(perpendicularly) from the back 746 of the Rulon ring 740 toward thefront 744 of the Rulon ring 740. Since the back 746 of the Rulon ring740 is approximately twice the height of the front 744 of the Rulon ring740, the force against the cylinder wall 712 is amplified and isapproximately twice the force of the system pressure, which prevents anyblow-by between the Rulon ring 740 and the cylinder wall 712. In view ofthe above, it can be seen that the non-metallic ring assembly 738prevents blow-by, either at the bearing area or at the back thenon-metallic ring assembly, regardless of whether the system pressure isfrom the combustion chamber 216 towards the crankcase or from thecrankcase towards the combustion chamber 216, completing a universalseal.

The force in the bearing area is dependent upon the system pressure,since the system pressure is directed behind the Rulon ring 740.Accordingly, the force in the bearing area will change depending uponthe system pressure. Thus, the greater the system pressure, the higherthe bearing pressure (and visa-versa). Therefore, the non-metallic ringassembly 738 forms a dynamic seal.

One of the problems with the non-metallic ring assembly 738 shown inFIG. 7 is that oil vapors (from the oil on the cylinder walls 712 andthe oil from the crankcase) and unburned hydrocarbons (from the fossilfuels) find their way to the back 746 of the Rulon ring 740. This cancause the Viton O-Ring 742 to become dirty and can cause the VitonO-Ring 742 to lose its ability to perform as a check valve. Furthermore,the Viton O-Ring 742 can lose its elastic spring-like qualities, thusnot providing an adequate pre-load. Accordingly, over time, thenon-metallic ring assembly may allow blow-by both near the front 744 ofthe Rulon ring 740 (i.e., the front of the non-metallic ring assembly738) and near the Viton O-Ring 742 (i.e., the back of the non-metallicring assembly 738).

In addition to the changes described above, the inventor's modifiedengine also used a larger flywheel (not shown) that the flywheel used inthe unmodified Chevrolet V-8 engine. Furthermore, the flywheel had agreater amount of weight concentrated near its periphery than theflywheel of the unmodified Chevrolet V-8 engine.

The inventor's modified engine was subjected to an emissions test andthe modified engine passed such test. However, more impressively, theinventor's modified engine passed the emissions test without a catalyticconverter or an air blower.

On Jan. 4, 2005, the inventor of the present invention was awarded U.S.Pat. No. 6,837,205, which is entitled “Internal Combustion Engine” andwhich was filed on Oct. 28, 2002. U.S. Pat. No. 6,837,205 isincorporated herein by reference.

In an effort to reduce the potential for blow-by described in connectionwith the non-metallic ring assembly of FIG. 7, U.S. Pat. No. 6,837,205discloses a first compression ring assembly 800 (although theaforementioned term is not used in the patent) and a non-metalliccompression ring 838. No change was made to the oil ring.

As shown in FIG. 8, the first compression ring assembly 800 is receivedin first annular groove 828 of piston 818 and includes first and secondouter metallic rings 830, 832, with gaps (like gap 252 in FIG. 6) thatare oriented 180 degrees apart to reduce blow-by through the gaps. Inaddition, the first compression ring assembly 800 includes anon-metallic O-ring 834, which positively urges the first and secondouter metallic rings 830, 832 into contact with the cylinder wall 812.The O-ring 834 also operates as a check valve in an effort to reduceblow-by.

The non-metallic compression ring 838 is non-gapped, so as to providefor the preloading thereof, and essentially prevents any blow-by. Theheight of non-metallic compression ring 838 is the same as the height ofthe annular groove 836 in which it is seated, so as to prevent anyforeign materials from getting between the non-metallic compression ring838 and the annular groove 836.

There can be problems associated with both the first compression ringassembly 800 and the non-metallic compression ring 838 shown in FIG. 8.For example, one of the problems with the first compression ringassembly 800 is that there is metal-to-metal contact between the outermetallic rings 830, 832 and the cylinder wall 812. This creates frictionand heat, and requires oil as a lubricant. Furthermore, friction fromthe oil ring (not shown in FIG. 8) and the piston skirt (not shown inFIG. 8) exacerbate the problem.

In addition, one of the problems with the non-metallic compression ring838 is that the inherent characteristics of the non-metallic compressionring 838 are the sole provider of the pre-load of the non-metalliccompression ring 838 against the cylinder wall 812. Because of thefriction from the metal cylinder walls, the non-metallic compressionring 838 will begin to wear, thereby reducing the pre-load. Once thepre-load has been sufficiently reduced, it becomes difficult to stopblow-by.

Accordingly, there is a need for a revolutionary engine that can solvesome or all of the problems described above.

SUMMARY OF THE INVENTION

The present invention is designed to solve at least one or more of theabove-mentioned problems.

In an engine, blow-by is substantially eliminated and friction issignificantly reduced using one or more combinations of non-metallicrings. By substantially eliminating blow-by and by reducing friction,certain engine parameters may be changed. In addition, by substantiallyeliminating blow-by and by reducing friction, pollution may be reduced,fuel economy may be increased and power may be increased.

Embodiments of the present invention enhance existing hybridtechnologies, such as fuel-electric hybrid technologies. Embodiments ofthe present invention enable new hybrid (or “tribrid”) technologies tobe used, such as fuel-steam hybrid technologies or fuel-steam-electric“tribrid” technologies.

Engines described in one or more of the various embodiments can be usedin a large number of environments including, for example, cars, trucks,airplanes, power plants, trains, ships, boats, buses, motorcycles,mopeds, snowmobiles, chainsaws and lawnmowers, among others.

Other embodiments, objects, features and advantages of the inventionwill be apparent from the following specification taken in conjunctionwith the following drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a simplified block diagram of a system that includes aninternal combustion engine, a catalytic converter and certain associatedcomponents;

FIG. 2 is a simplified and enlarged cross-sectional view of a portion ofa conventional internal combustion engine;

FIG. 3 is a cross-sectional view taken along line 3-3 of FIG. 2;

FIG. 4 is a magnified view of a portion of FIG. 3;

FIG. 5 is a diagrammatic representation of piston positions inside acylinder of a conventional four-stroke engine and associated valvepositions;

FIG. 6 is an enlarged diagrammatic representation of a metalliccompression ring having a gap;

FIG. 7 is an enlarged and exaggerated diagrammatic representation, incross-section, of a non-metallic ring assembly, along with a portion ofa piston and a portion of a cylinder;

FIG. 8 is a magnified view (somewhat similar to FIG. 4) of across-sectional view of a portion of a piston and a portion of acylinder;

FIG. 9 is an enlarged and exaggerated diagrammatic representation, incross-section, of a non-metallic ring assembly, a portion of a pistonand a portion of a cylinder in accordance with an embodiment of thepresent invention;

FIG. 10A is an enlarged diagrammatic representation of a cross-sectionof a second non-metallic ring;

FIG. 10B is a diagrammatic representation of a top view of a secondnon-metallic ring showing a split in the second non-metallic ring;

FIG. 10C is an enlarged, three dimensional, diagrammatic representationof a portion of a second non-metallic ring having a split;

FIG. 11 is a simplified and enlarged cross-sectional view of a portionof an internal combustion engine in accordance with an embodiment of thepresent invention;

FIG. 12 is an enlarged and exaggerated diagrammatic representation, incross-section, of a non-metallic guide ring, a portion of a piston and aportion of a cylinder in accordance with an embodiment of the presentinvention;

FIG. 13A is an enlarged diagrammatic representation of a cross-sectionof a non-metallic guide ring;

FIG. 13B is a diagrammatic representation of a top view of anon-metallic guide ring showing a split in the non-metallic guide ring;

FIG. 13C is an enlarged, three dimensional, diagrammatic representationof a portion of a non-metallic guide ring having a split;

FIG. 14 is an enlarged and exaggerated diagrammatic representation, incross-section, of a non-metallic guide button, a portion of a cylinderwall and a portion of a piston in accordance with an embodiment of thepresent invention;

FIG. 15 is an enlarged and exaggerated diagrammatic representation of anon-metallic ring assembly, a portion of a cylinder wall and a portionof a piston in accordance with an embodiment of the present invention;

FIG. 16A is an enlarged and exaggerated diagrammatic representation, incross-section, of a portion of a piston, a portion of a cylinder, and apair of non-metallic guide rings and a non-metallic ring assembly in thesame ring groove in accordance with an embodiment of the presentinvention;

FIG. 16B is an enlarged and exaggerated diagrammatic representation, incross-section, of a portion of a piston, a portion of a cylinder, and apair of non-metallic guide rings and a non-metallic ring assembly in achanneled ring groove in accordance with an embodiment of the presentinvention;

FIG. 17 is an enlarged and exaggerated diagrammatic representation, incross-section, of a portion of a piston, a portion of a cylinder, afirst non-metallic guide ring and a first non-metallic ring assembly ina first ring groove, and a second non-metallic guide ring and a secondnon-metallic ring assembly in a second ring groove in accordance with anembodiment of the present invention; and,

FIG. 18 is a diagrammatic representation of a cross-section of acylinder wall that is coated with a non-metallic coating in accordancewith one embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

While this invention is susceptible of embodiments in many differentforms, there are shown in the drawings and will herein be described indetail, preferred embodiments of the invention with the understandingthat the present disclosure is to be considered as an exemplification ofthe principles of the invention and is not intended to limit the broadaspects of the invention to the embodiments illustrated.

FIG. 9 is an enlarged and exaggerated diagrammatic representation of aportion of a cylinder wall 912, a portion of a piston 918, a ring groove928, a gap 932 between the cylinder wall 912 and the piston 918, and anon-metallic ring assembly 960. The piston 918 is designed toreciprocate within a cylinder formed by cylinder wall 912.

The non-metallic ring assembly 960 includes a first non-metallic ring962 and a second non-metallic ring 964 that are received in the ringgroove 928. The first non-metallic ring 962 biases the secondnon-metallic ring 964 towards the cylinder wall 912. The secondnon-metallic ring 964 contacts the cylinder wall 912 and a static force(as opposed to a dynamic force like that described in connection withFIG. 7) is applied at a bearing area between the second non-metallicring 964 and the cylinder wall 912 in cooperation with the firstnon-metallic ring 962.

That is, in contrast to FIG. 7, the first non-metallic ring 962 and thesecond non-metallic ring 964 are not designed to purposely allow thesystem pressure in the gap 932 to be directed behind the secondnon-metallic ring 964 to change the force between the secondnon-metallic ring 964 and the cylinder wall 912 depending upon thesystem pressure. Accordingly, in the embodiment shown in FIG. 9, theforce at the bearing area between the second non-metallic ring 964 andthe cylinder wall 912 does not increase as the system pressureincreases. Therefore, the non-metallic ring assembly 960 forms a static,as opposed to a dynamic, seal in cooperation with the cylinder wall 912.

FIG. 10A is an enlarged diagrammatic representation of a cross-sectionof the second non-metallic ring 964. As shown in FIG. 10A, the secondnon-metallic ring 964 has a front 966 having a height 968 and has a back970 having a height 972. In contrast to the Rulon ring 740 shown in FIG.7, the height 968 of the front 966 of the second non-metallic ring 964is approximately equal to the height 972 of the back 970 of the secondnon-metallic ring 964. Furthermore, as shown in FIG. 9, the ring groove928 has a height 974 that is designed to snugly receive the secondnon-metallic ring 964, which reduces the likelihood of the firstnon-metallic ring 962 from becoming dirty (e.g., by being contacted withoil vapors and unburned hydrocarbons).

It should be understood that the ring groove 928 does not necessarilyhave to have a substantially constant height 974. Accordingly, in oneembodiment, if the ring groove 928 did not have a substantially constantheight, the second non-metallic ring 964 would have at least one heightwhich would cause at least a portion of the second non-metallic ring 964to be snugly received by the ring groove 928.

It should be understood that the height 968 of the front 966 of thesecond non-metallic ring 964 does not have to be substantially equal tothe height 972 of the back 970 of the second non-metallic ring 964. Inone embodiment, the height 972 of the back 970 of the secondnon-metallic ring 964 is greater than the height 968 of the front 966 ofthe second non-metallic ring 964. In another embodiment, the height 972of the back 970 of the second non-metallic ring 964 is less than theheight 968 of the front 966 of the second non-metallic ring 964.

Returning to FIG. 9, the first non-metallic ring 962 provides a pre-loadfor the second non-metallic ring 964 to compensate for wear of thesecond non-metallic ring 964, which increases the useful life of thesecond non-metallic ring 964. This is to be contrasted to thenon-metallic compression ring 838 of FIG. 8, which does not have anyother mechanism to compensate for wear other than by using its inherentcharacteristics.

Furthermore, the first non-metallic ring 962 operates as a check valvewhen under pressure. For example, if system pressure makes its way fromthe front 966 of the second non-metallic ring 964 to the back 970 of thesecond non-metallic ring 964 along the top 976 of the secondnon-metallic ring 964, the first non-metallic ring 962 prevents suchsystem pressure from returning to the front 966 of the secondnon-metallic ring 964 along the bottom 978 of the second non-metallicring 964. Of course, if system pressure makes its way from the front 966of the second non-metallic ring 964 to the back 970 of the secondnon-metallic ring 964 along the bottom 978 of the second non-metallicring 964, the first non-metallic ring 962 prevents such system pressurefrom returning to the front 966 of the second non-metallic ring 964along the top 976 of the second non-metallic ring 964.

Preferably, the first non-metallic ring 962 is a gapless (i.e.,continuous) ring which is made of a rubber or rubber-like material, hasspring-like qualities and can act as a check valve when under pressure.(It should be understood, however, that the first non-metallic ring doesnot have to have the shape of an “O” in cross-section and can take avariety of different shapes including, e.g., a “D-shape” incross-section or a rectangular shape in cross-section, among others.) Inaddition, the first non-metallic ring 962 can, preferably, operateefficiently at temperatures of up to about 550 degrees Fahrenheit and,preferably, can withstand temperatures of about 600 degrees Fahrenheit.It should be understood that the above temperatures are not necessarilylimiting, as other temperatures are possible. Furthermore, the firstnon-metallic ring 962 is preferably soft (e.g., capable of beingstretched over the piston 918) and has memory (i.e., will return to itsoriginal shape when cooled or when pressure is reduced). The firstnon-metallic ring 962, for example, can be made of a high-temperaturefluoroelastomer, such as Viton.

The second non-metallic ring 964 is, in one embodiment, a gapless (i.e.,continuous) ring that can operate efficiently at temperatures of up toabout 550 degrees Fahrenheit and, preferably, can withstand temperaturesof about 600 degrees Fahrenheit. It should be understood that the abovetemperatures are not necessarily limiting, as other temperatures arepossible. In addition, the second non-metallic ring 964, preferably, hasa relatively low coefficient of friction. Furthermore, in oneembodiment, the second non-metallic ring 964 should be capable of beingstretched when heated (e.g., when it is being stretched over piston 918for installation) but should also have memory, so that when it is cooledit returns to its original shape.

Preferably, the second non-metallic ring 964 is made of a fluoroplasticor fluoropolymer material. For example, the second non-metallic ring maybe a rubber-like plastic material such as, or similar to, the materialsin the fluoroplastic and fluoropolymer families that include productssuch as Poly Tetra Fluoro Ethylene (PTFE), Teflon (a DuPont product) andRulon (a St. Gobain product).

Instead of providing one non-metallic ring assembly 960, a plurality ofnon-metallic ring assemblies 960 may be provided, e.g., in acorresponding plurality of ring grooves 928. Furthermore, instead ofbeing gapless rings, it should be understood that one or both of thefirst and second non-metallic rings 962, 964 may include a gap or mayinclude a split.

As alluded to above, in order to install the (gapless) secondnon-metallic ring 964, it may be heated, so that it can be stretchedover the piston 918. In one example, if the second non-metallic ring 964is made of Rulon, it may be heated to about 200 degrees Fahrenheit. (Ofcourse, if the second non-metallic ring 964 was made of anothermaterial, it may require heating to a different temperature.) Then, itis stretched over the piston 918 (e.g., by hand) and into its ringgroove 928. The second non-metallic ring 964 is placed in front (i.e.,closer to the cylinder wall 912) of the first non-metallic ring 962,which will already have been placed in the ring groove 928.Alternatively, the (gapless) first non-metallic ring 962 and the(gapless) second non-metallic ring 964 can be stretched over the pistonand installed into the ring groove 928 together. The second non-metallicring 964 is allowed to cool, so that it can return to its normal sizeand shape. A standard ring cylinder (not shown) is used to compress thesecond non-metallic ring 964, so that the piston 918 can be installed inits cylinder.

As another alternative, a generally frustoconically-shaped jig (notshown) can be used to install one or both of the first and secondnon-metallic rings 962, 964 into the ring groove 928, if they aregapless. One or both of the first and second non-metallic rings 962, 964are heated. Then, the first and second non-metallic rings 962, 964 arestretched, using the jig, to an adequate size and are slid over thepiston 918 into the ring groove 928. The second non-metallic ring 964 isallowed to cool, so that it can return to its normal size and shape. Astandard ring cylinder is used to compress the second non-metallic ring964, so that the piston 918 can be installed in its cylinder.

In another embodiment, one or both of the first and second non-metallicrings 962, 964 may include a split. FIG. 10B is a diagrammaticrepresentation of a top view of a second non-metallic ring 964A thatincludes a split 1000. FIG. 10C is an enlarged, three-dimensional,diagrammatic representation of a portion a second non-metallic ring 964Athat includes a split 1000. Using a second non-metallic ring 964A thathas a split 1000 makes the second non-metallic ring 964A more sensitiveto pressure being applied by the first non-metallic ring 962 (relativeto a gapless, second non-metallic ring 964). Thus, the split secondnon-metallic ring 964A is more capable of remaining in contact with thecylinder wall 912, especially if it needs to follow any irregularitiesin the cylinder wall 912 (due to, e.g., changes in shape of the cylinderwall 912 or scoring in the cylinder wall 912). In addition, including asplit 1000 in the second non-metallic ring 964A can make installation ofthe second non-metallic ring 964A easier.

As shown in FIG. 10C, in one embodiment, the split 1000 extends from thetop 976 to the bottom 978 of the second non-metallic ring 964A (orvisa-versa) at an angle that is different from 90 degrees relative tothe top 976 of the second non-metallic ring 964A. When installed insidethe ring groove 928, the snug fit of the second non-metallic ring 964Aeffectively seals the split 1000.

In one embodiment, the angle of the split 1000 is about 22 degreesrelative to the top 976 of the second non-metallic ring 964A. In anotherembodiment, the angle of the split 1000 is about 45 degrees relative tothe top 976 of the second non-metallic ring 964A. Of course, otherangles are possible and anticipated.

The split 1000 may be made, for example, using a computer-controlledcutting tool. Alternatively, the second non-metallic ring 964A may bemanufactured with a split 1000.

In one embodiment, one or more gapless non-metallic rings, like secondnon-metallic ring 964, can be placed adjacent to a split secondnon-metallic ring 964A in the same ring groove 928. Using such aconfiguration can reduce the amount of system pressure experienced bythe split 1000. One or more first non-metallic rings 962 may be providedto bias the continuous and split second non-metallic rings 964, 964A. Inone embodiment, a first non-metallic ring 962 may not be provided.

In one embodiment, one split second non-metallic ring 964A is located ina first ring groove that is proximate the head (e.g., head 214) andanother split second non-metallic ring 964A is located in a second ringgroove distal the head. In such case, a gapless second non-metallic ring964 is placed in the first ring groove in a position closer to the headrelative to the split second non-metallic ring 964A in such ring groove.Another gapless second non-metallic ring 964 can be placed in the secondring groove in a position farther from the head relative to other splitsecond non-metallic ring 964.

In one embodiment, two split second non-metallic rings 964A are placedin the same ring groove with their splits 1000 offset from one another.In one embodiment, the splits 1000 are offset 180 degrees from oneanother.

FIG. 11 is used to describe some other embodiments of the presentinvention. FIG. 11 is a simplified and enlarged cross-sectional view ofa portion of an internal combustion engine 1100 illustrating an engineblock 1110, a cylinder 1112, a head assembly 1114, a combustion chamber1116, a piston 1118 (including a head portion 1120 and a skirt 1122), arod 1124, a wrist pin 1126, an intake manifold 1142, an exhaust manifold1144, an intake valve 1146, an exhaust valve 1148, a spark plug 1150, afirst ring groove 928, a non-metallic ring assembly 960, a second ringgroove 1180, a non-metallic guide ring 1182, a third ring groove 1184,an oil ring 1186, a first guide-button recess 1188, a first non-metallicguide button 1190, a second guide-button recess 1192 and a secondnon-metallic guide button 1194.

In contrast to the conventional internal combustion engine shown in FIG.2, the internal combustion engine 1100 of FIG. 11 does not include firstand second metallic compression rings 230, 238. Furthermore, unlike theinternal combustion engines described in connection with FIGS. 7 and 8,no metallic compression rings are used in the internal combustion engine1100 of FIG. 11.

Instead, the engine 1100 includes a non-metallic ring assembly 960, anon-metallic guide ring 1182, a first non-metallic guide button 1190 andsecond non-metallic guide button 1194. The latter three of which areprimarily used to guide the piston 1118 as reciprocates in the cylinder1112, thereby reducing (and, preferably, eliminating) most significantmetal-to-metal contact between the piston 1118 and the cylinder 1112.

The non-metallic guide ring 1182, first non-metallic guide button 1190and second non-metallic guide button 1194 are preferably made of a hardplastic material, such as from the fluoroplastic and fluoropolymerfamilies that include products such as Meldin (a St. Gobain product) orVespel (a DuPont product). Meldin and Vespel are pure poly plastics thatcan be modified to operate in special environments, such as steam.

It should be understood that the number and position of both thenon-metallic guide rings and the non-metallic guide buttons are notrestricted to the embodiment shown in FIG. 11. More or less than onenon-metallic guide ring may be provided. Also, more or less than twonon-metallic guide buttons may be provided. Furthermore, one or morenon-metallic guide buttons may be used in place of a guide ring (or evenguide rings). In addition, the position of the non-metallic guide ringsand/or non-metallic guide buttons relative to the non-metallic ringassembly 960 may also be varied. For example, the non-metallic ringassembly 960 may be located at a position between two non-metallic guiderings. In one embodiment, if no piston skirt 1122 is provided, (one orboth of) the first and second non-metallic guide buttons 1190, 1194 (andtheir corresponding recesses 1188, 1192) may be eliminated or relocated.

FIG. 12 is an enlarged and exaggerated diagrammatic representation of aportion of a cylinder wall 1112, a portion of a piston 1118, a gap 1132between the cylinder wall 1112 and the piston 1118, a second ring groove1180 (see FIG. 11) and a non-metallic guide ring 1182. The piston 1118is designed to reciprocate within a cylinder formed by cylinder wall1112.

FIG. 13 is an enlarged diagrammatic representation of a cross-section ofthe non-metallic guide ring 1182. As shown in FIG. 13, the non-metallicguide ring 1182 has a front 1166 having a height 1168 and has a back1170 having a height 1172. Furthermore, as shown in FIG. 12, the secondring groove 1180 has a height 1174 that is designed to snugly receivethe non-metallic guide ring 1182.

It should be understood that the second ring groove 1180 does notnecessarily have to have a substantially constant height 1174. In oneembodiment, if the ring groove 1180 did not have a substantiallyconstant height, the non-metallic guide ring 1182 would have at leastone height which would cause at least a portion of the non-metallicguide ring 1182 to be snugly received by the second ring groove 1180.

It should be understood that the height 1168 of the front 1166 of thenon-metallic guide ring 1182 does not have to be substantially equal tothe height 1172 of the back 1170 of the non-metallic guide ring 1182. Inone embodiment, the height 1172 of the back 1170 of the non-metallicguide ring 1182 is greater than the height 1168 of the front 1166 of thenon-metallic guide ring 1182. In another embodiment, the height 1172 ofthe back 1170 of the non-metallic guide ring 1182 is less than theheight 1168 of the front 1166 of the non-metallic guide ring 1182.

The non-metallic guide ring 1182 can, preferably, operate efficiently attemperatures of up to about 550 degrees Fahrenheit and, preferably, canwithstand temperatures of about 600 degrees Fahrenheit. It should beunderstood that the above temperatures are not necessarily limiting, asother temperatures are possible. In addition, the non-metallic guidering 1182, preferably, has a relatively low coefficient of friction.

Because the non-metallic guide ring 1182 is made of a hard plasticmaterial, it includes a split 1300 (see FIGS. 13B and 13C) to allow foreasier installation. FIG. 13B is a diagrammatic representation of a topview of a non-metallic guide ring 1182 which shows split 1300. FIG. 13Cis an enlarged, three-dimensional, diagrammatic representation of aportion of a non-metallic guide ring 1182 that includes a split 1300.

As shown in FIG. 13C, in one embodiment, the split 1300 extends from thetop 1176 to the bottom 1178 of the non-metallic guide ring 1182 at anangle that is different from 90 degrees relative to the top 1176 of thenon-metallic guide ring 1182. When installed inside the ring groove1180, the snug fit of the non-metallic guide ring 1182 substantiallyseals the split 1300.

In one embodiment, the angle of the split 1300 is about 22 degreesrelative to the top 1176 of the non-metallic guide ring 1182. In anotherembodiment, the angle of the split 1300 is about 45 degrees relative tothe top 976 of the non-metallic guide ring 1182. Of course, other anglesare possible and anticipated.

The split 1300 may be made, for example, using a computer-controlledcutting tool. Alternatively, the non-metallic guide ring 1182 may bemanufactured with a split 1300.

FIG. 14 is an enlarged and exaggerated diagrammatic representation of aportion of a cylinder wall 1112, a portion of a piston 1118 (e.g., apiston skirt 1122 like that shown in FIG. 11), a gap 1132 between thecylinder wall 1112 and the piston 1118, a first guide-button recess 1188(see also FIG. 11) and a first non-metallic guide button 1190. The firstnon-metallic guide button 1190 can have various shapes and the use ofthe term button is not intended to limit those shapes to circularshapes, although circular shapes are possible and anticipated. Rather,the term button is used for the purpose of indicating that the firstnon-metallic guide button 1190 does not extend around substantially theentirety of the circumference of the piston 1118. For example, in oneembodiment, the first non-metallic guide button 1190 can take the shapeof a segment of a ring. In another embodiment, the first non-metallicguide button 1190 can have a front 1466 that is generally circular oroval.

The size and shape of the first guide-button recess 1188 will depend onthe size and shape of the first non-metallic guide button 1190.Preferably, the first non-metallic guide button 1190 is designed to besnugly received by the first guide-button recess 1188.

The first non-metallic guide button 1190 can, preferably, operateefficiently at temperatures of up to about 550 degrees Fahrenheit and,preferably, can withstand temperatures of about 600 degrees Fahrenheit.It should be understood that the above temperatures are not necessarilylimiting, as other temperatures are possible. In addition, the firstnon-metallic guide button 1190, preferably, has a relatively lowcoefficient of friction.

The discussion above, with respect to the first non-metallic guidebutton 1190 is equally-applicable to the second non-metallic guidebutton 1194. Accordingly, such discussion will not be repeated below.

Returning to FIG. 11, the oil ring 1186 is a conventional metal oilring, like the oil ring 239 shown in FIGS. 2 and 3. However, to furtherreduce metal-to-metal contact, at least the portion of the oil ring 1186that contacts the cylinder wall 1112 may be made of a hard plasticmaterial, such as from the fluoroplastic and fluoropolymer families thatinclude products such as Meldin (a St. Gobain product) or Vespel (aDuPont product). In another embodiment, substantially the entire oilring 1186 may be made of a hard plastic material, such as from thefluoroplastic and fluoropolymer families that include products such asMeldin (a St. Gobain product) or Vespel (a DuPont product).

In one embodiment, the internal combustion engine 1100 does not requireoil to lubricate its cylinder walls 1112. Accordingly, in suchembodiment, the oil ring 1186 is removed altogether.

By itself, the non-metallic guide ring 1182 cannot stop blow-by throughthe gap 1132 between the piston 1118 and the cylinder wall 1112(although, in some cases, it can help to reduce it) because thenon-metallic guide ring 1182 is made of a hard plastic, which is notcompletely capable of following changes in shape of the piston 1118and/or the cylinder 1112. In contrast, the non-metallic ring assembly960 (see FIG. 9) is made of one or more soft plastics that are capableof following such changes in shape. Accordingly, the non-metallic guidering 1182, along with the first and second non-metallic guide buttons1190, 1194, are designed to reduce (and, more preferably, prevent)contact of the piston 1118 with the cylinder wall 1112.

Because oil is not necessary to lubricate the cylinder walls 1112 due tothe guide rings and/or guide buttons, certain problems associated withthe non-metallic ring assembly 738 (described in the background of theinvention section of the present application in connection with FIG. 7)can be overcome (or, at least, reduced). Accordingly, in one embodiment,when no oil (or even a reduced amount of oil) is used to lubricate thecylinder walls 1112, a non-metallic ring assembly 1560 (see FIG. 15)having dynamic sealing capabilities may be used.

FIG. 15 is an enlarged and exaggerated diagrammatic representation of aportion of a cylinder wall 1112, a portion of a piston 1118, a gap 1132between the cylinder wall 1112 and the piston 1118, a ring groove 1528and a non-metallic ring assembly 1560. The non-metallic ring assembly1560 includes a first non-metallic ring 1562 and a second non-metallicring 1564.

Preferably, the first non-metallic ring 1562 is a gapless (i.e.,continuous) ring which is made of a rubber or rubber-like material, hasspring-like qualities and can act as a check valve when under pressure.(It should be understood, however, that the first non-metallic ring doesnot have to have the shape of an “0” in cross-section and can take avariety of different shapes.) In addition, the first non-metallic ring1562 can, preferably, operate efficiently at temperatures of up to about550 degrees Fahrenheit and, preferably, can withstand temperatures ofabout 600 degrees Fahrenheit. It should be understood that the abovetemperatures are not necessarily limiting, as other temperatures arepossible. Furthermore, the first non-metallic ring 1562 is preferablysoft (e.g., capable of being stretched over the piston 1118) and hasmemory (i.e., will return to its original shape when cooled or whenpressure is reduced). The first non-metallic ring 1562, for example, canbe made of a high-temperature fluoroelastomer, such as Viton.

The second non-metallic ring 1564 is, preferably, a gapless (i.e.,continuous) ring that can operate efficiently at temperatures of up toabout 550 degrees Fahrenheit and, preferably, can withstand temperaturesof about 600 degrees Fahrenheit. It should be understood that the abovetemperatures are not necessarily limiting, as other temperatures arepossible. In addition, the second non-metallic ring 1564, preferably,has a relatively low coefficient of friction. Furthermore, the secondnon-metallic ring 1564 should be capable of being stretched when heated(e.g., when it is being stretched over piston 1118 for installation) butshould also have memory, so that when it is cooled it returns to itsoriginal shape.

Preferably, the second non-metallic ring 1564 is made of a fluoroplasticor fluoropolymer material. For example, the second non-metallic ring maybe a rubber-like plastic material such as, or similar to, the materialsin the fluoroplastic and fluoropolymer families that include productssuch as Poly Tetra Fluoro Ethylene (PTFE), Teflon (a DuPont product) andRulon (a St. Gobain product).

The non-metallic ring assembly 1564 can be used in conjunction with, orin place of, the non-metallic ring assembly 960 described in connectionwith FIG. 9. In addition, instead of providing one non-metallic ringassembly 1564, a plurality of non-metallic ring assemblies 1564 may beprovided in a corresponding plurality of ring grooves 1528. Furthermore,instead of being continuous rings, it should be understood that one orboth of the first and second non-metallic rings 1562, 1564 may benon-continuous (e.g., split).

The non-metallic ring assembly 1560 can be installed using techniqueslike those described in connection with the non-metallic ring assembly960.

With respect to the operation of the non-metallic ring assembly 1560,reference is made to FIG. 15. In one embodiment, the second non-metallicring 1562 is generally T-shaped in cross-section (although other shapesare possible and are anticipated) and has a front 1544, which contactsthe cylinder wall 1112 as the bearing area, and a back 1546 which isthat surface furthest from the cylinder wall 1112. The height of theback 1546 of the second non-metallic ring 1564 is approximately twicethe height of the front 1544 of the second non-metallic ring 1564(although other differences in height are possible and anticipated).

The first non-metallic ring 1562 operates as a spring against the secondnon-metallic ring 1564 and pre-loads the second non-metallic ring 1564against the cylinder wall 1112. The first non-metallic ring 1562 sits inthe area between the back 1546 of the second non-metallic ring 1546 andthe back 1548 of the ring groove 1528. When heated and under pressure,the first non-metallic ring 1562 acts hydrostatically.

A system pressure (either positive or negative, depending on the strokeof the engine) is created in the gap 1132 between the cylinder wall 1112and the piston 1118. The bearing pressure associated with the pre-loadis sufficient to direct the system pressure between the back 1546 of thesecond non-metallic ring 1564 and the back 1548 of the ring groove 1528,taking the path of least resistance.

The first non-metallic ring 1562, acting hydrostatically, moves to thetop 1568 or bottom 1570 of the second non-metallic ring 1564 (dependingon whether the system pressure is positive or negative) and operates asa check valve to prevent the system pressure from flowing thereby. Thus,the first non-metallic ring 1564 prevents any blow-by behind thenon-metallic ring assembly 1560 through the ring groove 1528.

The moments of force associated with the system pressure are directed(perpendicularly) from the back 1546 of the second non-metallic ring1564 toward the front 1544 of the second non-metallic ring 1564. Sincethe back 1546 of the second non-metallic ring 1546 is approximatelytwice the height of the front 1544 of the second non-metallic ring 1564,the force against the cylinder wall 1112 is amplified and isapproximately twice the force of the system pressure, which prevents anyblow-by between the second non-metallic ring 1564 and the cylinder wall1112. In view of the above, it can be seen that the non-metallic ringassembly 1560 prevents blow-by.

The force in the bearing area is dependent upon the system pressure,since the system pressure is directed behind the second non-metallicring 1564. Accordingly, the force in the bearing area will changedepending upon the system pressure. Thus, the greater the systempressure, the higher the bearing pressure (and visa-versa). Therefore,the non-metallic ring assembly 1560 forms a dynamic seal.

It should be understood that the back 1546 of the second non-metallicring 1546 is not limited to being approximately twice the height of thefront 1544 of the second non-metallic ring 1564. Other relationshipsbetween such heights are possible and anticipated.

Returning to FIG. 11, it should be understood that, in some embodiments,the non-metallic ring assembly 960 and the non-metallic guide ring 1182do not have to be in different ring grooves.

For example, FIG. 16A illustrates a ring groove 928A that receives afirst non-metallic ring 962B, a second non-metallic ring 964B, a firstnon-metallic guide ring 1182A and a second non-metallic guide ring1182B. As shown in FIG. 16A, the second non-metallic ring 964B isinterposed between first non-metallic guide ring 1182A and secondnon-metallic guide ring 1182B. Furthermore, the first non-metallic ring962B biases the first non-metallic guide ring 1182A, the secondnon-metallic guide ring 1182B and the second non-metallic ring 964Btowards the cylinder wall 1112.

FIG. 16B illustrates a ring groove 928B that receives a firstnon-metallic ring 962C, a second non-metallic ring 964C, a firstnon-metallic guide ring 1182A and a second non-metallic guide ring1182B. As shown in FIG. 16B, the second non-metallic ring 964C isinterposed between first non-metallic guide ring 1182A and secondnon-metallic guide ring 1182B. The ring groove 928B includes a channel1600 which receives at least a portion of first non-metallic ring 962C.Accordingly, in contrast to FIG. 16A, the first non-metallic ring 962Conly biases the second non-metallic ring 964C (not first and secondnon-metallic guide rings 1182A, 1182B) towards the cylinder wall 1112.

FIG. 17 illustrates a first ring groove 928D that receives firstnon-metallic ring 962D, first non-metallic guide ring 1182D and secondnon-metallic ring 964D. FIG. 17 also illustrates a second ring groove1180E that receives first non-metallic ring 962E, second non-metallicguide ring 1182E and second non-metallic ring 964E. The firstnon-metallic ring 962D biases the first non-metallic guide ring 1182Dand the second non-metallic ring 964D towards cylinder wall 1112.Similarly, the first non-metallic ring 962E biases the secondnon-metallic guide ring 1182E and second non-metallic ring 964E towardscylinder wall 1112.

As will be appreciated, the composition of and various featuresassociated with first non-metallic rings 962B, 962C, 962D and 962Ecorrespond with first non-metallic ring 962 (e.g., may be made of afluoroelastomer (such as Viton), may be continuous, and may have avariety of shapes in cross-section—O-shaped, D-shaped or rectangular,among others). Similarly, the composition of and various featuresassociated with second non-metallic rings 964A, 964B, 964C, 964D and964E correspond with second non-metallic ring 964 (e.g., may be made ofa soft plastic and may be continuous or split). In addition, thecomposition of and various features associated with (first and second)non-metallic guide rings 1182A, 1182B, 1182D and 1182E correspond withnon-metallic guide ring 1182 (e.g., may be made of a hard plasticmaterial and may be continuous or split).

It should be understood that more than one first non-metallic ring 962can be provided in a single ring groove with one or more secondnon-metallic rings 964 and/or one or more non-metallic guide rings 1182.Furthermore, it should be understood that, in some ring grooves, a firstnon-metallic ring 962 may not be provided, even though such ring groovesinclude one or more second non-metallic rings 964 and/or one or morenon-metallic guide rings 1182. In addition, it should be understood thatwhen one or more first non-metallic rings 962 are provided, the amountof preload exerted on one non-metallic ring (e.g., second non-metallic964) may be different than the amount of preload exerted on anothernon-metallic ring (e.g., non-metallic guide ring 1182).

In addition, it should be understood that none, one or more of thesecond non-metallic rings 964 may include a split and/or none, one ormore of the non-metallic guide rings 1182 may include a split. It shouldalso be understood that, in embodiments where two or more non-metallicrings (e.g., one second non-metallic ring 964 and one non-metallic guidering 1182) include a split and are in the same (or different) ringgroove, the splits may be offset from one another. In one embodiment, ifN non-metallic rings in the same ring groove include a split, the splitsare offset 360°/N from one another.

It should be understood that there are many other ring combinationsother than those shown in the embodiments of FIGS. 16A, 16B and 17.Thus, such embodiments should only be considered as representativeembodiments.

In conventional engines, the cylinder walls (like cylinder wall 212 inFIG. 2) include cross-hatching (not shown), which is used to file downthe first metallic compression ring 230 and the second metalliccompression ring 238 to compensate for the out-of-roundness of thecylinder 212. In contrast to conventional engines, in one embodiment,the cylinder walls (see, e.g., cylinder wall 1112 in FIG. 11) have asmooth, mirror-like finish (not shown). Among other things, this reducesfriction between the cylinder wall 1112 and the non-metallic ring(s)that contact the cylinder wall 1112. Furthermore, this reduces wear ofthe non-metallic ring(s) that contact the cylinder wall 1112. In thecase of implementing one or more features of the present invention intoan existing engine (i.e., retrofitting), the mirror finish may beobtained by boring, reaming and/or honing the cylinder.

FIG. 18 is a diagrammatic representation of a cross-section of acylinder wall 1112 that is coated with a non-metallic coating 1894 toreduce friction. The non-metallic coating 1894 on the cylinder wall 1112may be a rubber-like plastic material such as, or similar to, thematerials in the fluoroplastic and fluoropolymer families that includeproducts such as PTFE, Teflon or Rulon. In one embodiment, thenon-metallic coating 1894 extends along those portions of the cylinderwall 1112 that are likely to come into contact with the non-metallicring assembly 960 (or non-metallic ring assembly 1560), the firstnon-metallic guide ring 1182, the second non-metallic guide ring 1186,the first non-metallic guide button 1190 and/or the second non-metallicguide button 1194 (see FIG. 11). Use of the non-metallic coating 1894will further ensure that metal-to-metal contact between the piston 1118and the cylinder wall 1112 will be reduced (and, in some embodiments, beeliminated).

In one embodiment, the non-metallic coating 1894 is baked onto thecylinder wall 1112. In one embodiment, the thickness of the non-metalliccoating 1984 is about 0.001 inch. In one embodiment, the thickness ofthe non-metallic coating 1894 is less than 0.001 inch. In oneembodiment, the cylinder wall 1112 is made of titanium or one or moretitanium alloys.

It should be understood that some of the soft and hard plastic materialsdescribed above can be enhanced with various fillers such as graphite,fiberglass, Teflon and many other substances to operate with uniquequalities with respect to temperature, rigidity, compression, friction,elasticity, memory and use in special environments such as steam.

With reference again to FIG. 11, the internal combustion engine 1100includes a combustion chamber 1116 that is formed in the piston 1118(more specifically, in the head portion 1120 of the piston 1118).Furthermore, the head assembly 1114 is flat (i.e., not curved along itsinside). This is to be contrasted to the combustion chamber 216 (shownin FIG. 2) that is formed in the curved head assembly 214 (i.e., curvedalong its inside).

As shown in FIG. 11, the head portion 1120 of the piston 1118 isdish-shaped (i.e., has a continuous, smooth curve). It should beunderstood, however, that the head portion 1120 of the piston 1118 cantake many different shapes. For example, in one embodiment, the headportion 1120 of the piston 1118 can be generally frustoconically shaped.In another embodiment, the head portion 1120 of the piston 1118 can befrustoconically shaped with a flat portion at its bottom. Explainedgenerically, in all of such embodiments, the head portion 1120 of thepiston 1118 is recessed.

Using a recessed head portion 1120 of the piston 1118 increases engineefficiency and provides advantages with respect to using non-metallicrings. For example, the recessed head portion 1120 of the piston 1118directs (e.g., by refraction) the moments of force to the center of thebottom of the recessed head portion 1120, which keeps the heat in thecenter of the cylinder, thereby reducing the potential for heat loss.When the moments of force are directed to, and along the axis of, thecenter of the piston 1118, the transfer of energy to the piston 1118(and, thus, to the connecting rod 1124) is improved. When the heat doesnot come into contact with the cool cylinder walls 1112, it is able tocomplete combustion in a shorter period of time allowing less time forheat loss. Further, heat that does radiate towards the perimeter doesnot reach the cylinder walls 1112; rather, it hits the walls of therecessed piston head 1120. Even further, because the combustion istaking place in the center of the recessed piston 1118, radiated heat isdirected away from the cylinder walls 1112 and the rings (e.g.,non-metallic ring assembly 960 and non-metallic guide ring 1182),thereby protecting the non-metallic rings. The bowl-shape of the pistonhead 1120 causes gases, once they reach the bottom of the piston head1120, to collide and form a spout in the center of the piston head 1120,which results in more proper atomization, homogenization, gasificationand vaporization. As such, the combustion process takes place moreefficiently and in less time. Accordingly, heat loss is reduced.Finally, the increased surface area (due to the recessed shape of thepiston head 1120) allows the molecules to be spread out, which improvesthe combustion process and allows it to occur in less time.

In some embodiments, a pressurized radiator having coolant with anoperating temperature above 180 degrees Fahrenheit may be provided. Inone embodiment, the operating temperature of the coolant is at least 200degrees Fahrenheit. In one embodiment, the operating temperature of thecoolant is at least 225 degrees Fahrenheit. In one embodiment, theoperating temperature of the coolant is at least 250 degrees Fahrenheit.In one embodiment, the operating temperature of the coolant is above 300degrees Fahrenheit. In one embodiment, the operating temperature of thecoolant is above 350 degrees Fahrenheit. In one embodiment, theoperating temperature of the coolant is about 400 degrees Fahrenheit.

Accordingly, to the extent that some of the heat rises above the top ofthe recessed piston head 1120 and comes into contact with the cylinderwalls 1112, the cylinder walls 1112 will have a substantially highertemperature than prior engines, due to the pressurized radiator.Therefore, heat loss will be further diminished.

As shown in FIG. 11, the flat head assembly 1114 includes an intakevalve 1146 that moves in a direction that is substantially parallel tothe direction of movement of the piston 1118. Similarly, the flat headassembly 1114 includes an exhaust valve 1148 that moves in a directionthat is substantially parallel to the direction of the movement of thepiston 1118.

Using a flat head assembly 1114 provides several advantages. Forexample, in conventional engines (see, e.g., FIG. 2), when a requiredtorque is applied to seal the head gasket (not shown) between the headassembly 214 and the cylinders 212 of the engine block 210, such torquetends to cause the cylinders 212 to go slightly out-of-round. Thisproblem is exacerbated when the engine is heated, causing the cylinders212 to even go more out-of-round.

By using a flat head assembly 1114 (see FIG. 11), the effects of torqueused to seal the head gasket (not shown) between the head assembly 1114and the engine block 1110 can be less per square inch, withoutsacrificing the sealability. Thus, the out-of-roundness of the cylindersis substantially reduced, which also reduces the amount ofout-of-roundness that occurs when the engine is heated.

By substantially eliminating blow-by and by decreasing friction usingone or more combinations of the non-metallic rings described above, aplethora of changes can be made to existing engine designs. One majordesign change that can be made is that engines no longer have to be made“in-square.” A brief explanation is provided below.

Vehicle engine designers have faced a number of obstacles in attemptingto increase power, while both limiting the amount of pollution andachieving required fuel economy. For example, power could be increasedby increasing the piston stroke length inside the cylinder, byincreasing the diameter of the piston, or by increasing the revolutionsper minute of the engine. However, each of these design changes, intraditional engines, causes increased blow-by, increased friction andincreased temperature, resulting in increased pollution and decreasedfuel economy. Furthermore, it is a generally well-accepted principle inengine design that between the parameters of increasing power,decreasing pollution and increasing fuel economy, not more than two ofthree parameters may experience a gain, and at least one of theparameters must experience a loss.

In order to ensure that both the amount of pollution is not increasedbeyond acceptable levels and the fuel economy is not decreased beyondrequired levels, vehicle engine designers have “learned” that enginescannot be built “out-of-square.” That is, the stroke length of a pistoncannot be greater than approximately 70% of the diameter of the piston.Accordingly, in order to increase power, some vehicle engine designershave reduced the diameter of the pistons, reduced the stroke length,increased the number of cylinders and increased the revolutions perminute of the engine.

Because embodiments of the present invention substantially eliminateblow-by and reduce friction, certain constraints placed on vehicleengine designers can now be lifted. For example, in contrast to priorteachings, engines can be built that increase power, decrease pollutionand increase fuel economy. Furthermore, such engines can either be built“in square” or “out-of-square.” In addition, in order to not overload anexisting engine, one or more embodiments of the present invention can beused to modify the existing engine such that power is maintained, whilepollution is decreased and fuel economy is increased.

In one embodiment, the diameter of the piston 1118 is significantlyincreased as compared to prior pistons (like piston 218). By using alarger diameter piston 1118, additional engine design changes can bemade, since there is more room to add and/or move components. In oneembodiment, a larger diameter piston 1118 is used in combination with aflat head assembly 1114. It should be understood that some benefits mayalso be achieved by using a larger diameter piston with a conventionalhead assembly.

In one embodiment, the flat head assembly 1114 includes one or moreoxygen injectors. Instead, or in addition, the flat head assembly mayalso include one or more combination oxygen/fuel injectors. In oneembodiment, one or more spark plugs are provided, wherein, for example,one spark plug fires one spark and another spark plug fires multiplesparks. In one embodiment, the flat head assembly 1114 includes a fuelinjector, which delivers fuel to an upper portion of the head portion1120 of the piston 1118 (e.g., near the top of the combustion chamber1116).

In one embodiment, the piston 1118 (more specifically, the top of thehead 1120 of the piston 1118) may be coated with a catalyst for oxygen,such as platinum, rhodium or palladium (or combination thereof). Itshould be understood that other catalysts for oxygen may be used and,furthermore, more than one catalyst for oxygen may be used.

In one embodiment, one or more parts of the engine that are exposed tothe combustion process are coated with one or more catalysts for oxygen.For example, a portion of the head assembly 1114, the bottom of intakevalve 1146, the bottom of exhaust valve 1148, and/or one or more sparkplugs 1150 are coated with one or more catalysts for oxygen. It shouldbe understood that such parts may be coated with one or more catalystsfor oxygen in addition to, or in place of, the head 1120 of the piston1118.

The inventor has observed that, when a catalyst for oxygen (e.g.,platinum) is used inside the combustion chamber, as opposed toexternally as in a conventional engine, the heat energy can be convertedto mechanical energy for useful work. Also, in some embodiments, a largeportion of the remaining heat energy inside the combustion chamber canbe converted into kinetic energy by way of one or more steam strokes.

In one embodiment, due to the decreased friction obtained by using thenon-metallic rings, a more efficient flywheel may be used, which allowsthe engine to idle at significantly lower revolutions per minute.Specifically, flywheel has a weight or mass at its perimeter that isincreased relative to the rest of the flywheel. For example, a metallicflywheel made primarily of a relatively lighter-weight metal can includea relatively heavier-weight metal at its perimeter. In one embodiment,the diameter of the flywheel may also be increased, as compared to aconventional flywheel, which increases the delivered torque.

In one embodiment, the flywheel has a shaft that is made out of titanium(or one or more titanium alloys), and the bearing associated with theflywheel can be modified to further reduce friction and to furtherdecrease the revolutions per minute. More specifically, in oneembodiment, the bearing is made of (or may be coated with) a hardplastic material (i.e., a non-metallic material), such as from thefluoroplastic and fluoropolymer families the include products such asMeldin (a St. Gobain product) or Vespel (a DuPont product). In anotherembodiment, the bearing is made of (or may be coated with) a softplastic material (i.e., a non-metallic material), such as from thefluoroplastic and fluoropolymer materials that include products such asPoly Tetra Fluoro Ethylene (PTFE), Teflon (a DuPont product) and Rulon(a St. Gobain product). Because the engine is able to idle at lowerrevolutions per minute, fuel economy is increased, pollution isdecreased, noise is decreased and engine wear is decreased. The flywheelis, thus, made a more effective component to store mechanical energy.

In one embodiment, the idling speed can be less than 500 rpm. In oneembodiment, the idling speed can be less than 200 rpm. In oneembodiment, the idling speed can be less than 100 rpm. In yet a furtherembodiment, the idling speed can be about 60 rpm.

Some may observe that operating an engine at lower revolutions perminute makes use of a catalytic converter impractical. However, like theinventor's prior engine described in connection with FIG. 7, embodimentsof the present invention are believed to be able to meet emissionsrequirements without a catalytic converter or air blower. Furthermore,in embodiments of the present invention, the PCV valve may also beeliminated.

By increasing the surface area of the top of the piston 1118 (e.g., byrecessing the piston and/or by increasing its diameter), the time ittakes for the piston 1118 to complete a power stroke may be increased,while still maintaining the same amount power. By increasing the time tocomplete a power stroke, fuel and oxygen may be delivered at precisetimes associated with the travel of the piston 1118, which can increaseefficiency, as will be understood after the following description.

As the crankshaft (not shown) turns, the piston 1118 is traveling atdifferent speeds. Timely combustion of fuel based upon piston location1118 allows the piston to do more useful work based upon the principleof leverage, whereby the crank is used as a lever arm. In an enginehaving its top dead center at 12 o'clock (0 degrees), the potential forthe maximum torque that may be exerted on the crankshaft is when crankis at 3 o'clock (90 degrees), which is at a point about mid-way alongthe travel of the piston during its power stroke.

In one example engine, when the piston is at top dead center, the pistonis not moving. A 5 degree turn of the crankshaft results in a 0.003 inchmovement of the piston, as measured by a dial indicator. The next 5degree turn of the crankshaft results in a 0.015 inch movement of thepiston. Shortly, thereafter, when the crankshaft is at around 3 o'clock,a 5 degree turn of the crankshaft results in a 0.250 inch movement ofthe piston, which is about 83 times longer than it was traveling at thefirst 5 degree turn of the crankshaft (therefore, 83 times faster).Unfortunately, in a conventional engine, by the time the piston hasreached its fast-moving location, a significant amount of the fuel hasalready been consumed. The Environmental Protection Agency (EPA) hasalso recognized some of these engineering facts and, in March 2005,published grant applications for not-for-profit organizations to takeadvantage of such facts.

According to Newton's Law of Motion, kinetic energy is equal to theforce times the velocity squared, all divided by two. The inventor hasrecognized that about 80 percent of the work done by the piston isperformed during about 40 percent of the piston's travel (which theinventor has termed the power-efficiency sweet spot). In order forcombustion to take place at the right location along the stroke of thepiston (i.e., when the crank is at about 3 o'clock), the amount of timerequired to complete the power stroke should be made longer, while stillmaintaining the same amount of power. Furthermore, combustion shouldtake place faster and be more complete.

In one embodiment, the surface area of the top of the piston 1118 isincreased by increasing the diameter of the piston. In one embodiment,the surface area of the top of the piston 1118 is increased by makingthe piston oval-shaped. In one embodiment, the surface area of thepiston 1118 is increased by recessing the piston 1118 (or recessing thepiston 1118 further). It should be understood that the surface area ofthe top of the piston can be increased by combining two or more of theabove.

In one embodiment, a flame front is created by introducing a smallamount of fuel, in order to get the piston past its blind spot. Oxygenis injected (e.g., at the speed of sound), via an oxygen injector,directly perpendicular to the center (or centroid, if the piston isoval-shaped) of the top of the piston 1118. At about the same time, fuel(e.g., preheated, homogenized and atomized fuel) is injected via a 360degree spray, using one or more fuel injectors, just inside theuppermost region of the recessed piston 1118. The fuel spray is forced,via refraction, down the wall of the recessed piston head 1120 meetingthe oxygen being refracted up the wall of the recessed piston head 1120.Since atomization is a function of the relative velocity squared, thisviolent explosive condition will be met by the flame front coming downfrom above to create a tomadic action for complete and rapid combustion,which is a major goal of engine efficiency. Preferably, combustion takesplace during the power-efficiency sweet spot.

In one embodiment, ambient air is presented to a sieve, which separatesat least a portion of the nitrogen contained in the air from at least aportion of the oxygen in the air. Thus, in one embodiment, instead ofinjecting pure oxygen toward the top of piston 1118, a mixture of oxygenand nitrogen (wherein the mixture has less nitrogen content than ambientair) is directed toward the top of the piston 1118.

In one embodiment, oxygen can be obtained via electrolysis through asieve carried in the vehicle. In one embodiment, the water obtained fromthe by-product of combusting fuel can be delivered to a sieve, whichtakes oxygen from the water. In one embodiment, water is carriedon-board and the water is delivered to the sieve.

In one embodiment, a sieve can be powered by electric power from thebattery associated with the engine. In embodiment, a sieve can bepowered by a steam jenny using the waste heat from the engine.

In one embodiment, oxygen is carried on-board in an oxygen tank.However, the inventor recognizes that storage of oxygen in a tank may bedangerous. Accordingly, using a sieve is considered to be a betteralternative.

In one embodiment, some parts of the engine may be made out of titaniumor one or more titanium alloys. These parts may include the engine block1110, the cylinder walls 1112, the pistons 1118, the head assembly 1114,the intake and exhaust valves 1146, 1148 (with hollow valve stems), thecams (if present), the connecting rods 1124, the wrist pin 1126, thecrankshaft, the drive shaft, gears, the fuel injectors, the oxygeninjectors, among other possible parts. Using titanium allows for manyadvantages, including being lighter-weight, which saves energy whenlifting against gravity and when turning. Another advantage of titaniumis that shafts and rods will not bend, especially when made hollow,during the power stroke. Also, since less cylinders and connecting rodscan be used (e.g., when increasing the surface area of the top of thepiston), the length of the crankshaft can be reduced, thereby preventingbending further.

Since titanium will not easily bend, non-metallic bearings may be used.For example, in one embodiment, one or more non-metallic bearings can bemade of or coated with, a rubber-like plastic material such as, orsimilar to, the materials in the fluoroplastic and fluoropolymerfamilies that include products such as Poly Tetra Fluoro Ethylene(PTFE), Teflon (a DuPont product) and Rulon (a St. Gobain Product). Inone embodiment, one or more non-metallic bearings can be made of a hardplastic material, such as from the fluoroplastic and fluoropolymerfamilies that include products such as Meldin (a St. Gobain Product) orVespel (a DuPont product). In one embodiment, one or more non-metallicbearings are used as oil pump bearings and as the main bearing. Inaddition, non-metallic bearing materials may be used to decreasefriction associated with the wrist pin, cam, lifters, valves—both intakeand exhaust, timing gear and assembly, flywheel shaft and distributorshaft, among other components.

A major advantage of using a titanium piston 1118 and titanium cylinderis that the tolerance between the cylinder wall 1112 and the piston 1118can be reduced. This is possible because of the reduced amount ofexpansion of the piston 1118 when made of titanium, especially when thepiston 1118 is thin. The cylinder, because it is made stronger, also donot go out-of-round. All of these factors can be used to reduce the gap1132 between the cylinder wall 1112 and the piston 1118. Therefore,there is less opportunity for system pressure to get into the gap 1132.If some system pressure does get into the gap 1132, it will be reduceddue to the size of the gap 1132. Thus, using a titanium piston 1118 anda titanium cylinder wall 1112 can assist in protecting the non-metallicrings.

Furthermore, because the titanium cylinder walls 1112 can be made thin,the temperature gradient is such that any heat reaching the cylinderwalls 1112 can quickly be dissipated into the water jacket withoutharming the non-metallic rings. Furthermore, heat transferred to thenon-metallic rings through the piston 1118 will also be dissipated intothe water jacket without harming the non-metallic rings.

In one embodiment, titanium sleeves may be used to retrofit existingengines. Specifically, conventional cylinders can be bored-out andtitanium sleeves can be inserted therein. In addition, the curved headassembly in the existing engine may be replaced with a flat headassembly made of titanium. In one embodiment, one or more titaniumsleeves and at least a portion of the flat head assembly may beconstructed as one piece.

One problem encountered when boring out the cylinders in prior enginesis that the first and second metallic compression rings would wearthrough the bored-out cylinder walls and reach the water jacket, whichwould ruin the engine. However, by using titanium sleeves, the enginewill actually have stronger walls after such sleeves inserted ascompared to the original engine, which will allow the engine to lastlonger. Furthermore, the first and second metallic compression ringswould be eliminated, as described in various embodiments above.

In one embodiment, the titanium sleeves have a smooth, mirror-likefinish. In one embodiment, the titanium sleeves are coated with anon-metallic coating to reduce friction. The non-metallic coating may bea rubber-like plastic material such as, or similar to, the materials inthe fluoroplastic and fluoropolymer families that include products suchas PTFE, Teflon or Rulon.

Titanium can be forged, drawn or fabricated. Some of the above parts maybe made using one or more of such techniques.

In one embodiment, the closing of the intake valve 1146 may be delayedduring the compression stroke, thereby causing a portion of the air-fuelmixture (or oxygen-fuel mixture, etc.) that has been introduced into thecombustion chamber to be pushed back into the intake manifold. Thiscauses pre-heating and premixing of the air-fuel mixture before it isdelivered to the next combustion chamber, which enhances the likelihoodof complete combustion.

When using pure (or nearly pure) oxygen in combination with fuel, theoxygen-fuel mixture is only compressed about 2 to 1 (as compared tocompressing the air-fuel mixture about 8 to 1 in a regular engine).Accordingly, the closing of the intake valve during the compressionstroke may be delayed even further, which saves energy.

In one embodiment, the intake valve is not closed until the piston hastraveled at least about 50% of the length of its compression stroke. Inone embodiment, the intake valve is not closed until the piston hastraveled at least about 55% of the length of its compression stroke. Inone embodiment, the intake valve is not closed until the piston hastraveled at least about 60% of the length of its compression stroke. Inone embodiment, the intake valve is not closed until the piston hastraveled at least about 65% of the length of its compression stroke.

Using a combination of non-metallic rings (which stop blow-by and reducefriction), as described above, along with making parts of the engine outof titanium (or titanium alloys) enable a steam-fuel hybrid engine. Inone embodiment, steam is introduced into a combustion chamber (e.g., viaa steam injector in the flat head) in which, on a previous stroke, fuelwas burned. Because steam is a solvent, in one embodiment, thesteam-fuel hybrid engine does not use oil to lubricate its cylinderwalls.

It should be understood that the steam-fuel hybrid engine may also becombined with fuel-electric hybrid technologies to provide asteam-fuel-electric hybrid engine. Furthermore, such technologies mayalso be combined with hydrogen fuel cells and solar power. Furthermore,embodiments of the engine can be used without steam, but still be usedas part of a fuel-electric hybrid engine or other hybrid technologies.

For example, because embodiments of the engine provide space and weightsavings due to the reduction of certain engine components, a largerbattery may be used for a fuel-electric hybrid engine. The battery canbe used to store excess energy when the fuel portion of the engine isoperating, so that the fuel portion of the engine may be turned-off atlow speeds and the battery can provide electric power. Furthermore,energy can be stored in the battery using regenerative brakingtechniques that are known to those skilled in the art. In oneembodiment, a direct drive connection is made between the battery andthe drive shaft, such that electric power is provided without anygearing, pistons, connecting rods, etc. In one embodiment, when thebattery level is low, the fuel portion of the engine is used to providepower.

In one embodiment, a “sidewinder” engine configuration is used. That is,the piston(s) reciprocate along an axis that is substantially parallelto the ground. In one embodiment, a dual-headed piston is provided,wherein each piston head is recessed and forms a combustion chamber. Insuch embodiment, two flat head assemblies are provided. A piston rod isconnected to the piston and passes through the center (or centroid) ofone of the piston heads. In addition, the piston has no skirt.

In one embodiment, the piston heads have oval-shaped tops. In oneembodiment, the length of the oval-shaped tops of the piston heads isabout 8 inches (about twice the diameter of a piston used in a Chevrolet350 V-8 engine) and the width of the oval-shaped top of each of thepiston heads is about 6 inches. The piston uses at least one of thecombination of non-metallic rings described above to reduce (orsubstantially eliminate) blow-by.

In one embodiment, the sidewinder engine has parts that, as describedabove, are made of titanium or titanium alloys. In one embodiment, thecylinder walls are coated with a non-metallic material, which will bebaked-on and less than 0.001 inch thick.

In one embodiment, one piston head is recessed more than the otherpiston head, due to the area taken up by a piston rod. In oneembodiment, the wrist pin is located outside of the cylinder.

Engines made in accordance with embodiments of the present invention canuse the following fuels: diesel fuel and/or a mixture thereof, gasolineand/or a mixture thereof, methanol and/or a mixture thereof, ethanoland/or a mixture thereof, and/or natural gas and/or a mixture thereof.It is anticipated that other fuels may also be used.

Although the present invention has been described in connection with anengine having pistons which reciprocate within their cylinders, certainfeatures of the present invention may also be used in connection withrotary engines, including pistons designed for rotary engines.

The present invention, in various embodiments, includes components,methods, processes, systems and/or apparatuses substantially as depictedand described herein, including various embodiments, sub-combinations,and subsets thereof. Those with skill in the art will understand how tomake and use the present invention after understanding the presentdisclosure. The present invention, and various embodiments, includesproviding the devices and processes in the absence of items not depictedand/or described herein or in various embodiments hereof, including inthe absence of such items as may have been used in previous devices orprocesses, e.g., for improving performance, achieving ease of and/orreducing cost of implementation. The present invention includes itemswhich are novel, and terminology adapted from previous and/or analogoustechnologies, for convenience in describing novel items or processes, donot necessarily retain all aspects of conventional usage of suchterminology.

The foregoing discussion of the invention has been presented forpurposes of illustration and description. The foregoing is not intendedto limit the invention to the forms or form disclosed herein. Althoughthe description of the invention has included description of one or moreembodiments and certain variations and modifications, other variationsand modifications are within the scope of the invention, e.g., as may bewithin the skill and knowledge of those in the art, after understandingthe present disclosure. It is intended to obtain rights which includealternative embodiments to the extent permitted, including alternate,interchangeable and/or equivalent structures, functions, ranges or stepsto those claimed, whether or not such alternate, interchangeable and/orequivalent structures, functions, ranges or steps are disclosed herein,and without intending to publicly dedicate any patentable subjectmatter.

While an effort has been made to describe some alternatives to thepreferred embodiment, other alternatives will readily come to mind tothose skilled in the art. Therefore, it should be understood that theinvention may be embodied in other specific forms without departing fromthe spirit or central characteristics thereof. The present examples andembodiments, therefore, are to be considered in all respects asillustrative and not restrictive, and the invention is not intended tobe limited to the details given herein.

1. An internal combustion engine comprising: a cylinder including acylinder wall; a piston arranged within said cylinder for reciprocationtherein, wherein the piston includes a first ring groove and a secondring groove; a first ring assembly received within said first ringgroove, wherein said first ring assembly includes a first non-metallicring and a second non-metallic ring, wherein said first non-metallicring biases said second non-metallic ring towards said cylinder wall; asecond ring assembly received within said second ring groove, whereinsaid second ring assembly includes a third non-metallic ring and afourth non-metallic ring, wherein said third non-metallic ring biasessaid fourth non-metallic ring towards said cylinder wall.
 2. Theinternal combustion engine of claim 1, wherein the first ring assemblyforms a dynamic seal to reduce blow-by.
 3. The internal combustionengine of claim 1, wherein the first ring assembly forms a static sealto reduce blow-by.
 4. The internal combustion engine of claim 1, whereinthe second ring assembly forms a dynamic seal to reduce blow-by.
 5. Theinternal combustion engine of claim 1, wherein the second ring assemblyforms a static seal to reduce blow-by.
 6. The internal combustion engineof claim 1, wherein oil is not used to lubricate said cylinder wall. 7.The internal combustion engine of claim 1, wherein the cylinder wall hasa smooth finish.
 8. The internal combustion engine of claim 1, whereinthe cylinder wall has a mirror-like finish.
 9. The internal combustionengine of claim 1, wherein the cylinder wall is coated with anon-metallic coating.
 10. The internal combustion engine of claim 1,wherein the second non-metallic ring includes a split.
 11. The internalcombustion engine of claim 10, wherein the fourth non-metallic ringincludes a split.
 12. The internal combustion engine of claim 1, furtherincluding an intake valve that closes during a compression stroke,wherein the intake valve does not close during the compression strokeuntil the piston has traveled at least 50% of its stroke length.
 13. Theinternal combustion engine of claim 12, wherein the intake valve doesnot close during the compression stroke until the piston has traveled atleast 55% of its stroke length.
 14. The internal combustion engine ofclaim 12, wherein the intake valve does not close during the compressionstroke until the piston has traveled at least 60% of its stroke length.15. The internal combustion engine of claim 12, wherein the intake valvedoes not close during the compression stroke until the piston hastraveled at least 65% of its stroke length.
 16. The internal combustionengine of claim 12, wherein an air-fuel mixture is pushed into an intakemanifold when the intake valve is not closed.
 17. The internalcombustion engine of claim 16, wherein the air-fuel mixture is preheatedprior to delivery to another cylinder.
 18. The internal combustionengine of claim 16, wherein the air-fuel mixture is premixed prior todelivery to another cylinder.
 19. The internal combustion engine ofclaim 1, wherein the piston includes a piston head and wherein thepiston head is recessed.
 20. The internal combustion engine of claim 19,further including a head assembly that cooperates with the recessedpiston head to form a combustion chamber.